Running-gear for wagons



(No Model.) v 2 Sheets-Sheet 1.

B. M. WILKERSON. RUNNING GEAR FOR WAGUNS; No. 246,261. Patented Aug. 23,1881.

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(No Model.) 2 Sheets-Sheet 2.

B. M. WILKERSON. RUNNING GEAR FOR WAGONS-.-

No. 246,261. Patented Aug. 23,1881.

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BASIL M. W'ILKERSON, OF BALTIMORE, MARYLAND.

RUNNING-G EAR FOR WAGONS.

SPECIFICATION forming part of Letters Patent No. 246,261, dated August 23, 1881.

Application filed November 11, 1880. (No model.)

To all whom it may concern:

Be it known that I, BASIL M. WILKERsoN, of Baltimore city, State of Maryland, have invented certain new and useful Improvements in Running-Gear for WVagonsyand I hereby declare the same to be fully, clearly, and eX- actly described as follows, reference being bad to the accompanying drawings, in which- Figure l is a plan view of a device embodying my invention. Fig. 2 is a side elevation of the same. on an enlarged scale, as hereinafter set forth. Fig. 5 is a plan of the device as used in double harness, and Figs. 6 and 7 are plan and elevation of a modified form of the device.

My invention has for its object to obviate what have heretofore been sources of infinite trouble and annoyance to users of wagons, carriages, or buggies, and, incidentally, to add strength to those parts upon which strain or wear comes, and to oonduce to the comfort and convenience of the occupant of the vehicle.

My invention consists in a peculiar form of shaft, connected in a novel manner to the single-tree and to the spring, and in certain features of construction of the platform-spring and of the single-tree attachment, as hereinafter set forth.

In the accompanying drawings, A A are the lower leaves of the platform-spring; and A is the upper leaf, of which there may also be two, to which the fifth-wheel B is attached by clips, as usual. The lower leaves are similarly attached to the axle O. The springs A A are connected together at the rear, as at a, and their forward ends are directly secured to the shaft-socket D. This latter is a metallic tube curved at either side, as shown, and it is furnished on the under side with ears 0 0, between which the spring ends a fall, and are secured by bolts in a manner exactly similar to that of the usual thill-coupling. The ends of the tube D are internally threaded, as shown at d, and the shafts D are screwed therein and may be secured by screws or rivets b. As an alternative the ends of the sockets may be split, by preference, on the lower side, as shown at d", and the threading may be dispensed with. This feature of construction enables the shaft to be sprung into the socket, where it is held by the split end of the latter in such manner Figs. 3 and 4 are detailed views that rattle is prevented, even should the shaft end shrink considerably.

A half-socket, f. externally threaded, (see Fig. 4,) is formed in the tube D, and a corresponding h'alfsocket, f, is adapted to be screwed thereon. E is an exactly similar arrangement in the whiffletree F, which is also. by preference, of tubular metal. A short section of wire rope, c, is inserted through the pieces ff, and a knot or Turks-head is seized in each end. On screwing the parts ff in place the Turks heads are held in the sockets, and a coupling is formed which answers every requisite. It is neat, strong, sufficiently flexible, and with it rattle is next to impossible.

It will be evident that rattle is equally out of the question with the shaft-coupling. The Weight of the body and its occupants resting on the upper leaf or leaves of the spring is resisted by the lower leaves, and any chance of lateral rattle is excluded by formingthe outer lugs, c. slightly nearer together or farther apart than the normal distance separating the spring ends. Leather washers may also be inserted between the parts 0 and a. The forward ends of the leaves of the spring are curved upward, (see Fig. 2,) serving as a yielding connection between the draft and the vehicle, and preventing all jolt or jar as the vehicle is started or stopped. The upward curve, moreover, brings the shaft-pivots up to the proper height from the ground and prevents the possible contact of the shafts with the vehicle-body. The draft is applied at once to the body and running-gear, and the longitudinal strain attending the usual construction of spring is avoided. Should the shaft break, as so frequently occurs, the broken end may be quickly unscrewed, and any convenient pole or stick may be temporarily inserted.

The peculiar attachment of the piece D to the springs admits of the former being thrown up beyond a vertical position when it brings up against the springs, and the-shafts are prevented from falling over on the dash-board or top of the vehicle, or falling forward by gravity. When a tongue is to be substituted for the shafts the curved piece D is removed, and a transverse bar having similar ears and a step for the pole G is substituted for it. In lieu of either construction the modification shown in Figs. 0 and 7 may be used, the springs A A being secured by clips h to the axle G, and be ing attached to the transverse bar D, as shown.

The spring being triangular in shape and having its rear ends connected together, an important end is attained, in that the spring does not project at the side of the vehicle as the front axle is turned, and is never in the way.

I am aware that in platform-springs the upper and lower sets of leaves have been connected at the rear to bars or springs, and at the front to bars, forming rectangular platforms. Such I do not claim.

What I claim is 1. In a running-gear for vehicles, a transverse bar curved at the ends and having sockets for the attachment of the shafts, as set forth, and secured to the vehicle by connec tions exerting upon said bar opposing strains, as described.

2. In a running-gear for vehicles, a three-leaf spring whose forward ends are attached respectively to the center and sides of a transverse bar having means for connecting the shafts or tongue thereto, as set forth.

3. In a running-gear for vehicles, a spring whose leaves are connected together at the rear ends, and whose forward ends are attached to a transverse bar having connections for the shafts or tongue, as set forth.

4. In a running-gear for vehicles, a threeleaf spring the rear ends of which are connected together and the forward ends are attached by hinge-joints to a transverse bar, as set forth.

5. In combination with the transverse bar having ears on its under side, the springs upturned at their ends and connected with the said ears, whereby jar is prevented as the vehicle is started or stopped, and the shafts may be thrown up to or beyond a vertical position, as set forth.

6. In combination with the transverse bar D, the tree F, connected therewith by a section of wire rope, as set forth.

7. Thetubularshaft-socketsintheendsofthe transverse bar I), having internally-threaded ends, as set forth.

8. The transverse bar .1), bowed, as described, at the sides and adapted for attachment to the springs, as set forth.

9. In combination with the transverse bar D, the springs A A, attached thereto and having bowed front ends, for the purpose set forth.

10. In combination with the transverse bar and treehaving half-sockets and thimbles ff, the section of wire rope having knots in the ends, as set forth.

BASIL M. WILKERSON.

Witnesses:

J OHN C. GI'r'rINGER, R. D. WVILLmMs. 

